Refrigerator truck cooling apparatus



Sept. 25, 1934. f' w. RYAN, JR 7 1,974,726

REFRIGERATOR TRUCK QOOLING APPARATUS Filed Aug. 17. 1935 2 Sheets-Sheet1 36" m zlvroe.

Sept. 25, 1934. I w RYAN, JR 1,974,726

REFRIGERATOR TRUCK- COOLING APPARATUS Filed Aug. 17. 1933 2 Sheets-Sheetz/ Z3 zz 47 a 24 g IF-F-EU //v WIN 0 4, g a

Patented Sept. 25, 1934 .UNITED STATES 1,974,726 REFRIGERATOR 'rnucxooonmc APPARATUS William Ryan, Jr., University City, lilo.

Application August 17, 1933, Serial No. 685,569

1 Claim.

This invention relates to the manner of mounting a compressor and acondenser, associated with a refrigerating system, on a. vehicle, andespecially with the manner of driving said compressor.

Mechanical refrigeration in vehicles of this kind are common, butheretofore, as far as I am aware, the compressor used in such systems isdriven by a separate engine located at any suitable place on the body ofthe vehicle.

The principal object of this invention is to obviate the necessity ofsuch extra engine, and contemplates driving the compressor directly fromthe crankshaft of the engine which propels the vehicle itself.

Another object of this invention is to so mount the compressor that therefrigerating system can readily be operated if necessary, from anoutside source of power, and that slack in the driving belts may betaken up without the use of a belt tightener or similar device.

A further object is to accomplish these results without the necessity ofin any way changing the design of the engine or other parts of suchvehicle as now built by the manufacturer.

The mounting of the condenser in front of the radiator where thecooling'blast from the fan, as well as the onrushing air as the vehiclemoves forward both strike said condenser, is also considered a, featureof the invention. It is, of

' course, understood that ordinarily, deliveries of perishablecommodities take place at night or in the very early morning when theair is cool. Naturally, it is then that the system operates at its best.I have found, however, by actual test, that a refrigerating systeminstalled on a truck as hereinafter described, operates efiiciently alsoin higher temperature later in the day.

Other features inherent in this invention will be apparent from adetailed description of the same hereinafter.

In the accompanying drawings which form part of this specification, andin which like reference characters refer to like parts wherever theyoccur, Fig. 1 is a plan view of a motor propelled vehicle embodying myinvention; Fig. 2 is a side elevation thereof; Fig. 3 is a verticalsection on the line 33 of Fig. 2, illustrating the manner of mountingthe condenser; Fig. 4 is a side elevation of Fig. 3; Fig. 5 is afragmentary front elevation of an engine, a compressor, and mounting anddriving means thereof; Fig. 6 is a side elevation of Fig. 5; Fig. '7 isa plan view of the plate upon which the compressor is mounted; Fig. 8 isa vertical sectional view of a sheave to be fixed on the crankshaft ofthe engine, after the removal of the customary sheave for driving thefan with which the crankshaft is equipped.

Referring now more particularly to Figs. 1 and 2 there is shown atnumeral 1 a truck provided with a cold storage compartment 2, in whichis mounted a plurality of cooling units, and to which access may be hadby a door or doors. In the present instance two such cooling units 3,and 3a are shown, although it is obvious that any number of such unitsmay be employed. At 4 is shown conventionally a compressor. Numeral 5indicates a condenser which is positioned immediately in front of theradiator in a manner to be described in detail. A receiving tank 6 isfastened to the chassis in any suitable manner, and a line 7 leads fromthe compressor to the condenser. Another line 8 leads from the lowerportion of the condenser to the reciving tank 6, line 9 leading fromsaid receiving tank to the cooling coil 3. A branch line 10 leads to theother cooling unit 3a. A line 11 leads from cooling unit 3 to thecompressor 4, branch line 12 from cooling unit 3a also leading into 11.The arrows in Fig. 1 indicate the flow of the refrigerant.

It is, of course, understood that this circuit of coils and pipesconstituting the refrigerating system, is shown diagrammatically and maybe varied to meet conditions. Valves, etc., in the circuit are notindicated, since this invention does not concern itself with anycomponents of the system except the compressor and condenser. The engineof the vehicle is conventionally shown at 13, see Figs. 5 and 6. Anangular bracket 14 is so formed as to be capable of being mounteddirectly upon the engine without changing any of the existing parts. Asshown in Figs. 5, 6 and 7 a downwardly extending vertical portion 16 ofthe mounting plate 14 is bolted rigidly to the generator housing 15, asby cap screws 18 which pass through holes in the semi-annular bifurcatedextremity 1'1 of said vertical portion, and into the generator housing.The holes in said bifurcated portion of the mounting plate are inalignment with the sockets found in the generator housing so that it ismerely necessary to obtain cap screws of a sufficient length tocompensate for the thickness of the bracket to secure it in place.

The horizontal portion 19 of the mounting plate 14 is provided with fourslots 20 which will permit horizontal, that is, lateral adjustment ofthe compressor to and away from the engine when found necessary. Thebase of the compressor 21 rests on said horizontal portion 19, andcarries four bolts 22 which pass through the slots 20, and are providedwith looking nuts whereby the compressor is held in place. The positionof the compressor is, of course, determined by the length of the beltsused, and the adjustment possible by means of the slots 20 and bolts 22obviate the necessity of a belt tightener.

In order more rigidly to support the compressor, brackets 23 and 24 are,bolted to the engine block and likewise to the underside ofplate 19.Numeral 25 indicates the sheave of the compressor fixed on thecompressor drive shaft 26. Numeral 27 indicates a belt. While it is notnecessary to use more than one belt 27, I have found it more practicalto use two such belts.

In this connection, I have discovered by numerous tests,that in mountingthe compressor as outlined above, I have overcome 'themost' serioushandicaps emanating from vibration. The vibrations of a motor such asemployed in vehicles of the type herein referred to, are frequently suchas would hamper the eflicient operation of a compressor mounted directlyupon said motor. In addition the inlet and outlet connections of saidcompressor would be subjected to constant jarring, apt to cause looseconnections and leaks. As noted above, I mount the principal compressorsupporting plate on the housing of the generator, which althoughintegral with the motor also tends to vibrate independently. Thecompressor itself vibrates independently also. By the use of the plateand brackets referred to, these three vibrating units are sointer-connected as to minimize or stabilize all of the vibrations,averting the disadvantages mentioned.

In connection with the lateral adjustment of the compressor, there maybe times when the refrigerating apparatus should be kept in operationwhile the vehicle is not. At such times it is merely necessary to loosenthe bolts 22, slide the compressor 4 towards the engine, remove thedrive belt or belts 2'7 and connect them with another source of powerwhich can easily be brought alongside the truck.

As before stated the customary sheave which is found on the crankshaftis removed, and a triple sheave such as shown in Fig. 8 is keyed to theIt is, of course, apparent that the hood must be cut away as at 30 toaccommodate the compressor.

The condenser 5 shown conventionally, comprises among other elements arectangular frame 31. Numerals 32 indicate the side frames of thechassis, numerals 33 the fenders. Rectangular openings 34 are cut in thefenders 33 adjacent the side frame members 32, for accommodating thelower right and left hand corners of the condenser frame 31, saidcorners fitting the openings snugly. Two brackets 35 having oppositelydisposed flanges at their ends maintain the condenser frame 31, in arigid upright position. The upper flange of each bracket 35 is fastenedto the frame 31 in any suitable malmer, screws being here shown. Theoppositely outstanding base flange of each bracket at the lower end isbolted to the side frame 32, as by bolts 36.

The rigidity of the condenser frame when mounted in this manner isapparent. The rectangular frame encasing' the condenser unit is made ofstrong durable metal, afiording the coils and associated cooling finsadequate protection. The corners of said frame fit the openings in thefenders, this arrangement together with the brackets 35 insuringessential stability of the condenser, preventing loose connections,leaks, etc.

From the foregoing description it will be seen that the various objectsof the invention are achieved. The necessity of maintaining a separatesource of power, for driving the compressor, with its initial andcontinuous expense is eliminated, and the condenser is placed in themost advantageous position on the vehicle.

Obviously, numerous changes could be made without departing from thescope of this invention, and I do not wish to be limited to the preciseconstruction illustrated in the drawings.

Having described my invention, I o1aim:-

In combination with a refrigerator truck having an internal combustionengine, provided with a fan for driving air which cools the engine and acondenser, mounted on said truck, and a crankshaft driven by saidengine, a sheave fixed to said crankshaft, a plurality of belts mountedon the sheave, one belt to drive said fan, the other belt driving asheave fixed to the driveshaft of a compressor, which supplies highpressure refrigerant to said condenser.

WM. RYAN, JR.

